As with the four-door sedan on which they are based, the Mercedes-Benz C-class coupe and cabriolet offer style that mimics that of the larger E- and S-class models. The svelte junior Benz two-doors serve as an entry point to the motoring high life, where sleek lines and luxurious cabins mean more than practical considerations such as interior space or luggage capacity. Driving either the rear wheels or all four is a turbocharged four-cylinder engine that provides adequate, if not exactly thrilling, power. Some rivals offer sportier handling, zippier acceleration, and smoother rides, but the C-class coupe and cabriolet are prettier and coddle occupants in one of the nicest interiors in the segment. Tech features pioneered on the brand’s more expensive offerings have trickled down as well, including available automated emergency braking, adaptive cruise control, and lane-keeping assist. The C-class coupe and cabriolet are lovely, impressive pieces that are well suited for drivers who prefer relaxing in style. READ MORE ››

Fifty-three years ago, Buick introduced the Riviera and Skylark Gran Sports to the world, packing big Nailhead V-8s and more style than just about anything else General Motors built at the time. By 1970, the zenith of the muscle-car era, the 455-cubic-inch GSX, wearing a wild stripe package and a distinctly un-Buick-like rear spoiler, was running quarter-miles deep in the 13s. That doesn’t sound like much today, when a Chevrolet Camaro ZL1 1LE will punch through the quarter in 11.7, but it’s worth remembering that the tires of the era were about as sticky as a curling stone sliding on Buckyballs. READ MORE ››

-Nearly two decades after the Hyundai Santa Fe first went on sale, the Korean automaker has taken the wraps off of the all-new fourth-generation model. As part of the switchover, short-wheelbase models drop the Sport suffix, while the yet-to-be-revealed long-wheelbase versions now wear the Santa Fe XL moniker. READ MORE ››

For Lotus, it has always been about weight and the minimization thereof. Most cars that the small-scale British manufacturer releases are studies in putting power to the ground in the most tactical way possible, shedding pounds and finding creative ways to cheat the wind. The newly announced Lotus 3-Eleven 430, an updated version of the 3-Eleven, is no different.

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In Lotus-speak, the name Eleven carries a lot of weight (just not literally). The first Lotus Eleven was built to race in the 1950s, and the name was revived for the 2-Eleven track toy in 2007. The 3-Eleven, revealed at the Goodwood Festival of Speed, came in 2015. All three were permanently topless, extremely lightweight, and meant to destroy higher-powered vehicles on the racetrack. Now, before going all in on its ambitions under new parent company Geely, including an SUV (!), Lotus is giving the 3-Eleven an even more focused version as a sendoff.

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Lotus says the 3-Eleven 430 is the quickest road car the company has yet built. It pairs a six-speed manual transmission with the supercharged 3.5-liter V-6 first deployed in the Evora 400 (the only road-legal car it sells in the United States), but the engine has been tweaked and tuned to produce a claimed 430 horsepower and 325 lb-ft of torque. That falls between the race-ready and roadgoing versions of the 3-Eleven that Lotus previously offered. The Race model claimed up to 460 horses, while the Road version made 410. Lotus claims the 3-Eleven 430 will shoot from zero to 60 mph in 3.1 seconds and can hit 180 mph.

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The company also says the 3-eleven 430 weighs only 2028 pounds, compared with the 1962-pound Race and 2039-pound Road models (for reference, our 2016 Mazda MX-5 Miata weighed 2324 pounds). The low mass can be attributed to the carbon composite bodywork and the aluminum structure, as well as extensive use of carbon fiber throughout the minimalist cabin.

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Lotus raised the height of the rear wing by two inches and revised the end plates. Working together with a front splitter, a front lip spoiler, a flat underside, and a rear diffuser, the 3-Eleven 430 achieves a claimed 584 pounds of downforce, about 94 pounds more than the standard Road model, at top speed. Stopping power comes courtesy of AP Racing’s four-piston calipers and its two-piece J-hook discs at all four wheels.

The radical Civic Type R is a polarizing hi-po hatchback. Haters think it’s too hideous to own, and backers believe it’s too fantastic to miss. We know it’s the latter, seeing as we named it a 10Best Cars winner along with the impressive Civic Sport and Civic Si. To all who disagree, we say don’t knock it till you try it. Honda has seemingly perfected front-drive performance on the Type R by all but eliminating unpleasant torque steer and prioritizing balance through celestial chassis tuning. The sole powertrain is a sweet six-speed manual gearbox paired with a 306-hp inline-four; unlike hot Civics of the past, this engine is turbocharged. Its in-your-face styling may be too much to stomach, but its funky looks are forgotten after your belly fills with butterflies from its bonkers engine and gigantic grip. While words can’t fully describe what the Type R is like to drive, we strongly suggest you don’t judge this crazy sonuvahatch by its cover. READ MORE ››